Method and means for securing lading on railway flat cars

ABSTRACT

A railway flat car for carrying loads, such as lumber, on the deck of the car with resiliently anchored banding providing tiedowns to secure the loads onto the deck so that a minimum travel or shifting of the loads longitudinally along the deck is obtained when the loads settle and impact forces are exerted against the car. The banding is arranged in an endless double loop over the load with the free ends of the bands positioned over the upper surface of the load for tensioning and securement. The double loop permits the banding to slip longitudinally about its anchor points thereby to provide a mechanical advantage and permitting a relatively high initial tensioning to be obtained with conventional tensioning equipment without the use of power tools. Various means are employed to reduce any pretensioning in the banding upon removal of the banding and unloading the flat car.

United States Patent OLeary et al.

[451 Ju1y25, 1972 [54] METHOD AND MEANS FOR SECURING LADING ON RAILWAY FLAT CARS [72] Inventors: Walter E. OLeary, Creve Coeur; Duane V. Thornton, St. Charles; James C. l-lammonds, St. Charles; Roy R. Dare, St. Charles, all of Mo.

[73] Assignee: ACF Industries, Incorporated, New York,

A NY.

[22] Filed: Oct. 13, 1970 21 Appl. No.: 80,284

[52] U.S. Cl ..l05/369 A, 248/361 A [51] Int. Cl. ..B60p 7/10, 861d 45/00 [58] Field of Search 105/369 A, 369 U, 368 T; 280/179 A; 248/361 A [5 6] References Cited UNITED STATES PATENTS 3,462,137 8/1969 Grube ..l05/369 A 1,503,083 7/1924 Amey et al... .....248/361 A 1,208,667 12/1916 Sammel ..248/361 A 2,628,397 2/1953 Olson ..l05/369 A 1,867,352 7/1932 Churgay et a1 105/369 A Primary Examiner-Drayton E. Hoffman Attorney-Eugene N. Riddle [5 7] ABSTRACT A railway flat car for carrying loads, such as lumber, on the deck of the car with resiliently anchored banding providing tie-downs to secure the loads onto the deck so that a minimum travel or shifting of the loads longitudinally along the deck is obtained when the loads settle and impact forces are exerted against the car. The banding is arranged in an endless double loop over the load with the free ends of the bands positioned over the upper surface of the load for tensioning and securement. The double loop permits the banding to slip longitudinally about its anchor points thereby to provide a mechanical advantage and permitting a relatively high initial tensioning to be obtained with conventional tensioning equipment without the use of power tools. Various means are employed to reduce any pretensioning in the banding upon removal of the banding and unloading the flat car.

9 Claims, 15 Drawing Figures Patented July 25, 1972 BEST AVAILABLE coPY 3 6 8,866

4 Shuts-Shoot 1 I INVENTORS. WALTER E. O'LEARY DUANE V. THORNTON JAMES C.HAMMONDS A j; ROY R. DARE QM/2 M ATTORNEY Patented y 25, 1972 war AVAILABLE COPY 4 Shuts-Shoot 2 w u al U 66 F N 07 v\ o\\ -m T8; 3 m III: III I I l I I I I I lirlflall m Y1. Q 9 4 l2 Q T T Q 1 A, m 2 I, m I a, z A K Q ?Q Patented July 25, 1972 4 Shuts-Shut 5 QAJ Isa

FIG. 6.

FIG. 3.

Patented Jul 25, 1972 BEST AILABLE QQPY 4 Shuts-Shoot 4 MVA wm w sw mv METHOD AND MEANS FOR SECURING LADING ON RAILWAY FLAT CARS BACKGROUND OF THE INVENTION Various types of tie-downs have been employed heretofore on railway flat cars to secure loads thereon. For example, chains have had their ends resiliently anchored over loads to hold the loads onto the deck of the car. However, prior art tiedowns employing banding are characterized in that only a relatively small amount of takeup is provided upon a settling or compaction of the load during transit thereby reducing or eliminating any pretensioning in the tie-downs upon such settling of the load. The elimination or reduction in any pretensioning permits the load to shift on the deck of the car particularly during impacts. The shifting of the load is undesirable and particularly if a shift of over around twelve 12) inches is permitted. Some shifting will probably result upon repeated impact loads being exerted against the car, particularly repeated impact loads from the same end, and as long as the shifting of the load is held within a minimum range then such shifting is not particularly harmful.

DESCRIPTIONOF THE INVENTION The present invention is directed to a method or system of banding loads on flat cars so that a minimum shifting of the load results. The system employs a relatively high pretensioning of the banding over the load to be secured and such pretensioning is maintained, although at a lower level, even upon a compaction or settling of the load as much as two or three inches. The banding is arranged in an endless double loop over the lading which permits the banding to slip lengthwise and to provide a two to one mechanical advantage when the ends of the banding are drawn tight for pretensioning and securement. This permits conventional hand tools to be employed for drawing the ends of the banding tight and for supplying a pretensioning load of around three thousand (3,000) to four thousand (4,000) pounds. A compression spring for each banding tie-down is arranged on each side of the flat car and the banding extends about a clevis connected to the spring with the ends of the banding positioned in overlapped fashion over the upper surface of the load. The ends of the banding are drawn tight and the spring arrangement on each side of the car is compressed to provide a pretensioning load on the associated banding. Several separate embodiments are shown for reducing the tensioning in the banding prior to removal of the banding and unloading of the load. When under high pretensioned loads, the cutting or snipping of the banding could be a safety hazard and it is desirable to release at least a portion of the pretensioning before removal of the banding.

The invention accordingly comprises the constructions hereinafter described, the scope of the invention being indicated in the following claims. 7

In the accompanying drawings, in which several of various possible embodiments of the invention are illustrated,

FIGS. 1 and 1A are side elevations of a railway flat car illustrating bundled lumber secured thereon by the banding arrangement comprising the present invention, FIG. 1 showing one-half the length of the flat car and FIG. 1A showing the other half of the length of the flat car;

FIG. 2 is an enlarged fragment of FIG. 1A showing the load and banding thereon after the load has shifted longitudinally of the flat car;

FIG. 3 is an enlarged side elevation of the tensioning device for tensioning the steel banding about the load on the flat car;

FIG. 4 is a side elevation of the tensioning device in a stored position along the outer surface of the side sill structure;

FIG. 5 is an end elevation of the tensioning device illustrated in stored position in FIG. 4;

FIG. 6 is a top plan of the banding arrangement over the upper surface of the load on the flat car indicating the end portions of the banding secured by a crimped connector;

FIG. 7 is an elevational view of a corner protector for the load over which the banding is positioned;

FIG. 8 is a modified form of the invention in which a separate banding loop is provided to release the tensioning of the banding for removal of the banding;

FIG. 8A is a further embodiment of the banding loop;

FIG. 9 is a further modification of means to release the tension on the banding for removal of the banding and illustrates a gradual release of the pretensioned load;

FIG. 10 is a section taken generally along line 10-10 of FIG. 9;

FIG. 11 is a section taken generally along line 11-11 of FIG. 9;

FIG. 12 is an elevation of a further form of means for releasing tensioning on the banding and illustrates an overcenter device, and

FIG. 13 is a side elevation of the tensioning release means shown in FIG. 12.

Referring now to the drawings for a better understanding of this invention and more particularly to the embodiment shown in FIGS. 1-7, a railway flat car is generally indicated 10 having a center sill 12, a side sill structure generally indicated 14, and a deck 16 forming the upper surface of flat car 10. As shown particularly in FIGS. 4 and 5, side sill structure 14 comprises an outer angle 18 having an outer vertical leg 20 and a horizontal leg 22 to which deck 16 is welded. A vertical web 24 of side sill structure 14 has an outturned lower flange 26 at its lower end.

Mounted on deck 16 are a plurality of loads L comprising bundles of lumber banded together by bands B. Wooden transverse support members S are placed on deck 16 and between separate loads L of the banded lumber to space loads L from each other and from the deck to permit a forklift truck to load and unload the lumber from car 10.

Spaced along the length of flat car 10 are a plurality of compression spring assemblies generally indicated 28 and arranged in pairs aligned transversely of flat car 10. Each spring assembly 28 comprises a compression spring 30 mounted around a pair of yokes 32 and 34. A follower 36 on the end of yoke 34 and a follower 38 on the end of yoke 32 engage opposite ends of spring 28 for compressing spring 30 upon outward movement of yokes 32 and 34. A chain 40 has one end mounted about yoke 34 and has an end link 42 on its opposite end welded to the outer face of leg 20 thereby to prevent removal of compression spring assembly 28 from railway flat car 10. A link 44 connects yoke 32 with a clevis 46. Hooks 48 are secured to the outer face of vertical web 24 and are adapted to engage yokes 34 and clevis 46 as shown in FIGS. 4 and 5 for maintaining compression spring assembly 28 in a stored position when not in use.

To secure the bundles of lumber L onto the deck of flat car 10, a plurality of tie-downs are spaced along the length of car 10 each comprising an endless metal banding generally indicated 50 and positioned over loads L. Each endless looping of metal banding 50 is connected to a pair of compression spring assemblies 28. To mount metal banding 50 over loads L, a strip of metal banding is first positioned over the upper surface of the load and the free ends are threaded through clevises 46. The banding strip is then passed upwardly over load L with end portions overlapping each other over the upper surface of load L. In this position, metal banding 50 is ready to be tightened or tensioned. A conventional windlass tensioning tool with a handle extension may be employed to pretension steel banding 50 to around three thousand (3,000) pounds. As an example, steel banding 50 may be 1% inches wide and 0.035 inch thick with a breaking strength at around twelve thousand (12,000) pounds. After the banding has been pretensioned a predetermined amount, a splice or connector 52 is placed about the end portions of banding 50 and is crimped about the banding to hold the end portions of banding 50 together in a pretensioned relation. The tensioning tool is also employed to crimp splice 52 about the banding.

To prevent steel banding 50 from damaging or biting into the comers of the bundled lumber, steel comer protectors 54 as shown particularly in FIGS. 6 and 7 are provided and have a central groove formed between raised portions 56 to receive banding 50.

As an example of spring assembly 28, spring 30 may be a length of twelve (12) inches and have a total compression of around three (3) inches with a spring rate of fifteen hundred (1,500) pounds per inch of compression. Thus, to obtain a tensioning of three thousand (3,000) pounds in banding 50, spring 30 would be compressed two (2) inches which would leave one (1) inch of compression remaining after pretensioning of bands 50. Thus, even if loads L compacted or settled as much as one and one-half inches (I-B) some pretensioning would remain in banding 50. Further, springs 30 would not bottom out until the total 3 inch travel had been effected in spring 30. As end bulkheads are not provided to restrain the longitudinal shifting of loads L, it is desirable that the longitudinalshifting be minimized particularly to repeated impact loads from the same end. The amount of restraint by the tiedown would be dependent on the total number of tie-downs and on the amount of cushioning the flat car has. For example, with only conventional draft gear employed, the spacing of the tie-downs would be relatively small while with a long travel end of car cushioning unit, such as a cushioning unit at each end of the car having a travel of fifteen (15) inches, a relatively large spacing between the separate tie-downs for the loads might be provided.

As a specific example, a flat car eighty-nine (89) feet in length was loaded with 165,000 pounds of finished pine lumber consisting of bundles 2 feet by 4 feet in lengths of 8 feet, 10 feet, 12 feet, 14 feet, 18 feet and 20 feet. The flat car employed end of car cushioning with a fifteen 15) inch travel. Steel banding was applied using 1- /1 inch wide by 0.035 inch thick banding as shown in FIGS. 1-7 and the banding was tensioned to around three thousand (3,000) pounds. Seventeen (17) tie-downs were spaced around three (3) feet apart along the length of the railway flat car and the car was impacted by three (3) repeated ten miles per hour impacts with a 220,000 pounds striking car and no backup cars. A total average load shift of around twelve (12) inches was obtained and none of the tie-downs exceeded eighty (80) percent of their breaking strength during the three (3) high speed impacts from the same end.

Thus, the present banding arrangement permits the banding from going slack even with a settlement of the load in transit and thereby minimizes any undue shifting of loads L. A tension is maintained on the load under substantially all conditions and lengthwise shifting of loads L on the car, particularly where long travel end-of-car cushioning devices are provided, is within acceptable limits. The arrangement of the banding in an endless double loop arrangement permits the banding to slip lengthwise upon tightening thereby providing a two to one mechanical advantage which permits a conventional tensioning tool to be employed for providing a three thousand (3,000) pounds pretensioning on each of the tie-downs. The two strands or passes of the banding over the upper surface of the load are laterally spaced from each other and two corner protectors 54 are positioned over each upper corner of the load which also facilitates the slipping of the banding lengthwise upon pretensioning. It is noted that the amount of pretensioning may be determined visually by inspecting the amount of deflection in spring assemblies 28.

While load L has been illustrated as packaged lumber, it is to be understood that this banding arrangement may be employed on other loads, and is particularly adapted for loads having a generally rectangular cross section. Further, while the resilient means has been illustrated as compression spring assemblies 28, other resilient means might be employed satisfactorily, such as rubber in shear. However, the deflection of other resilient means would be generally the same as the spring assemblies 28 and would pretension the banding about the same amount as spring assemblies 28.

When it is desired to remove the load from fiat car 10, it may be hazardous to cut or snip the banding while the banding is under a substantial tensioning, such as 3,000 pounds of tension, since the cut ends may whip or flail about. Thus, it is desirable to remove at least a portion of the tensioning in the steel banding. One arrangement for releasing the tensioning is shown in FIG. 8 in which a loop 60 has its end portions 62 secured by crimped connectors or splicer 64 to the banding 50A which has its ends secured by connector 52A. Loop 60 bypasses the connected ends of banding 50A. To release the tensioning in banding 50A, a worker cuts band 50A at a position between the connectors 64 which snaps loop 60 to a taunt relation and releases the tensioning in banding 50A. With the tensioning released, banding 50A may then be cut at another position to release the banding from about the lumber.

FIG. 8A illustrates another manner of forming the banding loop. An extending end portion 60A of banding 50A is looped over banding 50A and a crimped connector 64A secures the end portion 60A to banding 50A. In this position banding 50A may be cut between connectors 64 and 64A to release the pretensioning.

Referring to FIGS. 9-11, a separate arrangement for releasing the tensioning in the banding is illustrated. A clcvis 66 on the lower end chain 40A is pivotally connected at 68 to the upper end ofa movable rod 70 and a flexible seal 72 is secured adjacent the lower end of rod 70. An angle 74 is secured between leg 20A of side sill angle 18A and vertical web 24A. Secured to the underside of angle 74 is a hollow cylinder 76 in which seal 72 is mounted for movement. Rod 70 extends through an opening 78 in the lower horizontal leg of angle 74 which opening is larger in diameter thanrod 70 therefore permitting a release of air from cylinder 76 upon an upward movement of seal 72. Rod 70 has a reduced diameter portion 80 and lock lever 82 is pivotally mounted at 84 to angle 74.

. Lever 82 has an end hook portion 86 adapted to fit about the reduced diameter portion 80 of rod 70. A retainer 88 is mounted over the end of hook portion 86 and pins 90 which secure retainer 88 form stops for the end of hook portion 86. Lever 82 may be releasably secured in a locked position by pin 92 in bracket 94. In the position shown in FIG. 9, with rod 70 having its lower end seated on lower flange 26A and lever 82 engaged with reduced diameter 80, the banding is placed about the load and pretensioned as set forth above. When it is desired to release the pretensioning from the band for removal of the banding, pin 92 is removed from bracket 94 and lever 82 is pivoted about pivot 84 to remove hook portion 86 from reduced diameter portion 80 of rod 70. Longitudinal rod 70 then moves upwardly in a relatively slow manner as sea] 72 forces air from cylinder 76 through opening 78 thereby minimizing any snapping action in the banding when the tensioning is released.

Referring to FIGS. [2 and 13, a further embodiment for releasing the tensioning is illustrated in which a yoke 96 is pivotally mounted to the upper end of yoke 32A about pivot 98; An overcenter link 100 is pivoted about pivot 102 to yoke 96 and has an axis 103 about which banding 50B is mounted. Link 100 thus may be rotated or moved in an are A between an overcenter secured position shown in solid lines in FIGS. 12 and 13 and an unlocked position shown in broken lines in FIG. 12. A retaining pin 104 holds link 100 in the overcenter position. To release the tensioning, pin 104 is removed and a pry bar or the like is placed in the opening of yoke 96 beneath axis 103 and link 100 is urged outwardly past a dead center relation with respect to axis 102 thereby effecting movement of link 100 to the broken line position shown in FIG. 12 and a release of tensioning from banding 503.

What is claimed is:

l. A railway flat car comprising, a plurality of transversely aligned pairs of resilient means anchored to the sides of the car and spaced along the length of the car at predetermined intervals, lading of a generally rectangular cross section supported on the car, metal banding for each transversely aligned pair of resilient means extending over the lading in an endless fashion, the banding forming loops connected to the associated resilient means in such a manner as to permit slipping of the banding lengthwise and having end portions overlapping each other over the upper surface of the lading to provide a double banding over the Iading whereby upon drawing of the end portions taunt for pretensioning of the banding a mechanical advantage of two to one is obtained and said resilient means deflect to provide the pretensioning of the banding, means securing the overlapping end portions of the banding over the upper surface of the lading after pretensioning of the banding, and means to release the tensioning of the banding; said means comprising a fluid cylinder operatively connected to said banding adjacent each side of the car and having a movable seal therein, and releasable securing means connected to said seal to hold said seal in one position during pretensioning of the banding, said securing means upon release effecting actuation of said seal within said cylinder and a relatively gradual movement of the seal to provide a gradual release of tensioning in the banding.

2. A railway flat car comprising, a plurality of transversely aligned pairs of resilient means anchored to the sides of the car and spaced along the length of the car at predetermined intervals, lading supported on the car, metal banding for each transversely aligned pair of resilient means extending over the lading in an endless fashion, the banding forming loops connected to the associated resilient means in such a manner as to permit slipping of the banding lengthwise and having end portions overlapping each other adjacent the outer surface of the lading to provide a double banding over the lading whereby upon drawing of the end portions taunt for pretensioning of the banding a mechanical advantage of two to one is obtained and said resilient means deflect to provide the pretensioning of the banding, said double banding being laterally spaced at least at the maximum frictional contact areas between the lading and the banding to facilitate the slipping of the banding lengthwise, and means securing the overlapping end portions of the banding over the adjacent outer surface of the lading after pretensioning of the banding; said banding being positioned over the lading in the following steps: first passing a continuous strip of metal banding over the lading, then passing the ends of the metal banding about resilient means for maintaining a pretensioning in the banding and thence about the lading with end portions of the banding overlapping, next drawing the ends of the banding tight and pretensioning the banding a predetermined amount, and then securing the ends of the banding together while under the pretensioning load.

3. A railway flat car as set forth in claim 2 wherein means are provided to release the pretensioning of the banding, said means comprising a link pivotally mounted adjacent the upper end of said resilient means and having a support axis about which said banding extends in a looped fashion, said link being pivoted in a direction parallel to the length of the banding past a dead center position with respect to its pivotal axis to a releasably locked position when the banding is pretensioned and secured about the lading, said link being rotated manually back past the dead center position for unlocking of the link to release at least a portion of the pretensioning in the banding.

4. A railway flat car as set forth in claim 2 wherein said means securing the overlapping end portions comprise a crimped slice, and means are provided to release the pretensioning of the banding, said means to release the pretensioning comprising a separate untensioned loop of banding having spaced ends secured to the banding whereby upon a cutting of the banding between the ends of said separate untensioned loop said separate loop becomes taunt and restrains movement of the cut banding ends in the event the banding is under a pretensioned load.

5. A railway flat car comprising, a plurality of transversely aligned pairs of resilient anchor means mounted at spaced intervals along the sides of the car, lading supported on the car, metal banding for each transversely aligned pair of resilient anchor means extending over the lading in an endless fashion, the banding forming loops connected to the associated pair of resilient anchor means in such a manner as to permit slipping of the banding lengthwise and having end portions overlapping each other adjacent the outer surface of the lading to provide a double banding over the lading, said double banding being laterally spaced at least at the maximum frictional contact areas between the lading and the banding to facilitate the slipping of the banding lengthwise, and means securing the overlapping end portions of the banding over the adjacent outer surface of .the lading; said banding before the securement of the overlapping end portions being positioned over the lading and pretensioned by the following steps: passing the ends of the metal banding about the resilient anchor means and thence about the lading with end portions of the banding overlapping and positioned closely adjacent but laterally spaced from the initial banding pass over the lading, drawing the overlapping end portions which are positioned over the lading taunt to deflect the associated pair of resilient anchor means generally around two inches in length to obtain a pretensioning load of generally around three thousand or more pounds in the banding, and crimping a connector over the overlapping end portions while under the pretensioned loading.

6. A railway flat car as set forth in claim 5 wherein a pair of laterally spaced protectors are mounted over the lading at the high frictional areas and said laterally spaced double banding fits over the associated protectors thereby to facilitate the slipping of the banding lengthwise.

7. A railway flat car as set forth in claim 5 wherein said resilient anchor means each comprises a coil spring having a pair of opposed yokes mounted therein for movement in opposite directions upon tensioning of the banding, each yoke having a follower abutting an end of the spring thereby to compress the associated spring upon said tensioning of the banding.

8. A railway flat car as set forth in claim 5, a side sill extending along each side of the car, support means mounted on the outer surface of the associated side sill adjacent each resilient means and supporting the resilient means in a stored inoperable position.

9. A railway flat car comprising, a deck, a side sill extending along each side of the deck, a plurality of transversely aligned pairs of resilient means anchored to the side sills and spaced along the length of the car at predetermined intervals, lading supported on the deck, metal banding for each transversely aligned pair of resilient means extending over the lading in an endless fashion, the banding forming loops connected to the associated pair of resilient means in such a manner as to permit slipping of the banding lengthwise and having end portions overlapping each other over the lading to provide a double banding over the lading, said double banding being laterally spaced at least at the maximum frictional contact areas between the lading and the banding to facilitate the slipping of the banding lengthwise, a crimped connector securing the overlapping end portions of the banding about the lading, and a separate untensioned loop of banding having spaced end portions secured to the banding whereby upon a cutting of the tensioned banding between the end portions of said separate untensioned loop said separate loop becomes taunt and restrains movement of the cut banding ends.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION .Patent No. 3,678,866 Dated July 25, 1972 Inventor(s)walter E. O'Leary, Duane V. Thornton, James C. Jammonds Roy R. Dare It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below: 0 l' Column 5, line 55, "slice" should be splice Signed and Scaled this Nineteenth Day of October 1976 [SEAL] Attest:

RUTH C. MASON C. MARSHALL DANN Alresling Officer Commissioner uj'lalents and Trademarks 

1. A railway flat car comprising, a plurality of transversely aligned pairs of resilient means anchored to the sides of the car and spaced along the length of the car at predetermined intervals, lading of a generally rectangular cross section supported on the car, metal banding for each transversely aligned pair of resilient means extending over the lading in an endless fashion, the banding forming loops connected to the associated resilient means in such a manner as to permit slipping of the banding lengthwise and having end portions overlapping each other over the upper surface of the lading to provide a double banding over the lading whereby upon drawing of the end portions taunt for pretensioning of the banding a mechanical advantage of two to one is obtained and said resilient means deflect to provide the pretensioning of the banding, means securing the overlapping end portions of the banding over the upper surface of the lading after pretensioning of the banding, and means to release the tensioning of the banding; said means comprising a fluid cylinder operatively connected to said banding adjacent each side of the car and having a movable seal therein, and releasable securing means connected to said seal to hold said seal in one position during pretensioning of the banding, said securing means upon release effecting actuation of said seal within said cylinder and a relatively gradual movement of the seal to provide a gradual release of tensioning in the banding.
 2. A railway flat car comprising, a plurality of transversely aligned pairs of resilient means anchored to the sides of the car and spaced along the length of the car at predetermined intervals, lading supported on the car, metal banding for each transversely aligned pair of resilient means extending over tHe lading in an endless fashion, the banding forming loops connected to the associated resilient means in such a manner as to permit slipping of the banding lengthwise and having end portions overlapping each other adjacent the outer surface of the lading to provide a double banding over the lading whereby upon drawing of the end portions taunt for pretensioning of the banding a mechanical advantage of two to one is obtained and said resilient means deflect to provide the pretensioning of the banding, said double banding being laterally spaced at least at the maximum frictional contact areas between the lading and the banding to facilitate the slipping of the banding lengthwise, and means securing the overlapping end portions of the banding over the adjacent outer surface of the lading after pretensioning of the banding; said banding being positioned over the lading in the following steps: first passing a continuous strip of metal banding over the lading, then passing the ends of the metal banding about resilient means for maintaining a pretensioning in the banding and thence about the lading with end portions of the banding overlapping, next drawing the ends of the banding tight and pretensioning the banding a predetermined amount, and then securing the ends of the banding together while under the pretensioning load.
 3. A railway flat car as set forth in claim 2 wherein means are provided to release the pretensioning of the banding, said means comprising a link pivotally mounted adjacent the upper end of said resilient means and having a support axis about which said banding extends in a looped fashion, said link being pivoted in a direction parallel to the length of the banding past a dead center position with respect to its pivotal axis to a releasably locked position when the banding is pretensioned and secured about the lading, said link being rotated manually back past the dead center position for unlocking of the link to release at least a portion of the pretensioning in the banding.
 4. A railway flat car as set forth in claim 2 wherein said means securing the overlapping end portions comprise a crimped slice, and means are provided to release the pretensioning of the banding, said means to release the pretensioning comprising a separate untensioned loop of banding having spaced ends secured to the banding whereby upon a cutting of the banding between the ends of said separate untensioned loop said separate loop becomes taunt and restrains movement of the cut banding ends in the event the banding is under a pretensioned load.
 5. A railway flat car comprising, a plurality of transversely aligned pairs of resilient anchor means mounted at spaced intervals along the sides of the car, lading supported on the car, metal banding for each transversely aligned pair of resilient anchor means extending over the lading in an endless fashion, the banding forming loops connected to the associated pair of resilient anchor means in such a manner as to permit slipping of the banding lengthwise and having end portions overlapping each other adjacent the outer surface of the lading to provide a double banding over the lading, said double banding being laterally spaced at least at the maximum frictional contact areas between the lading and the banding to facilitate the slipping of the banding lengthwise, and means securing the overlapping end portions of the banding over the adjacent outer surface of the lading; said banding before the securement of the overlapping end portions being positioned over the lading and pretensioned by the following steps: passing the ends of the metal banding about the resilient anchor means and thence about the lading with end portions of the banding overlapping and positioned closely adjacent but laterally spaced from the initial banding pass over the lading, drawing the overlapping end portions which are positioned over the lading taunt to deflect the associated pair of resilient anchor means generally around two inches in length to obtain a pretensioniNg load of generally around three thousand or more pounds in the banding, and crimping a connector over the overlapping end portions while under the pretensioned loading.
 6. A railway flat car as set forth in claim 5 wherein a pair of laterally spaced protectors are mounted over the lading at the high frictional areas and said laterally spaced double banding fits over the associated protectors thereby to facilitate the slipping of the banding lengthwise.
 7. A railway flat car as set forth in claim 5 wherein said resilient anchor means each comprises a coil spring having a pair of opposed yokes mounted therein for movement in opposite directions upon tensioning of the banding, each yoke having a follower abutting an end of the spring thereby to compress the associated spring upon said tensioning of the banding.
 8. A railway flat car as set forth in claim 5, a side sill extending along each side of the car, support means mounted on the outer surface of the associated side sill adjacent each resilient means and supporting the resilient means in a stored inoperable position.
 9. A railway flat car comprising, a deck, a side sill extending along each side of the deck, a plurality of transversely aligned pairs of resilient means anchored to the side sills and spaced along the length of the car at predetermined intervals, lading supported on the deck, metal banding for each transversely aligned pair of resilient means extending over the lading in an endless fashion, the banding forming loops connected to the associated pair of resilient means in such a manner as to permit slipping of the banding lengthwise and having end portions overlapping each other over the lading to provide a double banding over the lading, said double banding being laterally spaced at least at the maximum frictional contact areas between the lading and the banding to facilitate the slipping of the banding lengthwise, a crimped connector securing the overlapping end portions of the banding about the lading, and a separate untensioned loop of banding having spaced end portions secured to the banding whereby upon a cutting of the tensioned banding between the end portions of said separate untensioned loop said separate loop becomes taunt and restrains movement of the cut banding ends. 